Ore-car.



PATBNTED MAR. 6, 1906.

A. CHRISTIANSON.

URB GAR. I IIOATION FILED 00T. 23, 1905` Apr 4 SHEETS-SHEET l.

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PATENTED MAR. 6, 1906.

A. CHRISTIANSON.

.l ORB GAR. APPLICATION FILED 00T.23.1905.

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wlTNssEs No. 814,273. PATENTED MAR-6, 1906 A. 'GHRISTIANSON- ORE CAR.

APPLIOATION FILED 0011.23.1905.

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GLY #rm-nts No. 814,273. PATBNTED MAR. 5, 1906.

. A. CHRISTIANSON.

ORB GAR.

APPLIUATION Hum 001.223.1901..

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UNITED sTATEs PATENT oEEioE.

' ANDREW cHRisTiANsoN,

OF BUTLER, PENNSYLVANIA, ASSIGNOR.

' 'STANDARD STEEL CAR COMPANY, OF PITTSBURG, PENNSYLVANIA,

A CORPORATION OF PENNSYLVANIA.

ORE-CAR.

Specification of Letters Patent.

Patented March 6, 1906.

To all-whom it may concern.-

. Be it known that I, ANDREW CHRISTIAN- -vented a new 4sON, a resident of Butler, in the county of But-ler and State of Pennsylvania, have inand useful Improvement in Ore-Cars; and I ing to bea ull,

clear, and exact description thereof.

. l 'This-invention rela-tes to metallic railwayr section on the line 3 '3,

gether 'with veriiia the construction cars, and especially to hopper-*bottom cars for-camying'ore and similar material.

The object of the invention is to improve of such cars in details hereinafter described and claimed.

2 In the-accompanying drawings', Figure 1 is a side view of one-half of the car. -Fi 2 is a vertical longitudinal section taken t ough the center of the car. Fig. 3 is a horizontal Fig. l1. Fig. 4 is in part a transverse section on the line 4 4, Fig. 1, and in part an end yview of the car; and Figs. 5 6, and 7 are enlarged detail views of the aWl-locking mechanism.

T e car will be provided with a hopperbody of any approved type, but preferably of the shape shown in the drawings. This body comprises vertical side plates 2, sloping side plates 3, extending from the lower edges of the lates 2 and continuing to the vertical side op er-plates 4. The end ofthe car will preferab y be sloping and the end Hoor-plates .5 project down into the hopper, as shown in 1g. i diate sills 6, to which the side hopper sheets 4 are secured, while the side sill is a truss having a top cord formed bv the angle-bar 7, bot,- tom cord formed b the channel-bar 8, to stiffeners consisting of angle-stakes 9 and channel-stakes 10, the diagonal bracing being effected by the side p ates 2.

The car will be provided with body-bolsters, each comprisingaY vertical web-plate 12, extending upwardl vand having a flanged u per edge 13 rivets to .the inclined floorp ates 5. This weblate fits in betweenthe sides and sills of tL e car and is suitably strengthened by vertical flan' horizontal :flanged bars 15, an at its lower edge having riveted thereto the angle-bars 16, which serve as a suitable'ineans-for the connection of the bottom' cover-plate 17. This form of bolster,f however, is not new.

do hereby declare the follow means of chains over cone-shaped Y0n horizontal shafts 33, which-rest on the side 2. The car is provided with intermeed. bars 14,

The car is provided with an end sill 18, which is connected to the body by means of subside sills 19 and draft-beams 20. The overhanging end portion of the body is supported -by corner-stakes 21, end stakes 22, and diagonal braces 23, all being connected by means of gusset-plates and brackets in the usual or any a provedway. The draft-sills extend inwar l Weblate of .t e bolster and are suitably secure to the latter and to the intermediate sills 4 by means ofa gusset-plate 24 lying just inside of the .bod secured to the ends of t e draft-beams and intermediate sills. On the outer side of the bolster is a large gussetlate 25, which is substantially triangular, vlaving a wide end provided with an upturned flange 26, which 1s riveted to the vertical web of the bodybolster.

draft-beams and is riveted to the latter and at its outer end is provided with an upturned flange 27, which is riveted to the end sill 18 and to the central hood or face-plate 2S. By

' this construction the portion of the end frame which projects beyond the body-holsters is rendered very stron and rigid.

The bodyis provi ed with horizontal transverse doors 30. These are operated by 31, which pass upwardly guide-sheaves 32, mounted and intermediate sills, and thence pass to the end of the car to suitable winding mechanism. The cone-elia ed sheaves 32 are of special importance, as t ey permit the chains to incline inwardly, as shown in Fig. 4, and at the same time permit the shafts 33 t'o be set horizontally, so that the latter can rest directly on the intermediate and side sills without the necessity of s ecial castings or blocking up.

At the en s of the car are provided two short shafts 35, one on either side, these being mounted insuitable bearings on brackets 36, secured to the body-bolster. On these shafts aregear-wheels 37, and the chains are secured directly to said wheels, as at 38, instead of being securedV to the winding-shafts themselves, asis customary. As a consequence no torsional strain is put on these Windingshafts, and the necessity of keying or otherwise rigidlyvsecuring `the gear-wheels 37 to the .shafts is done away with.

The gearthrough openings in the -bolster and suitably This gusset-plate lies on top of the ICO . longitudinal sills, abody-bolster having a verdoors 30, the handle 52 1s swung outwardly,

wheels 37 are located on the outside of the chains, as shown. They mesh with pinions 40 on an operating-shaft 41, which extends across the end of' the car, being mounted in suitable bearings on the underi'rame and being provided at its ends with suitable operating means, such as the hand-wheels 42. At or near the center of the shaft 41 is a ratchetwheel 44, which is adapted to be engaged by a pawl or dog 45, pivoted to the bearing 46,' located on the gusset-plate 25. This dog has hinged thereto one end of a link 47, the opposite end of which is provided with a slot 48, i which is engaged by a crank 49 on a shaft 50, mounted in bearings 51, secured to the diagonal braces 23 and extending from side to side of the car and being provided at both ends with a handle 52. On the bearing 51 adjacent to the crank 49 is a suitable stationary stop-face 54, which is Wedge'or cam shape, as shown in Fig. 7 and is in such position that when the pawl 45 is locked the crank-pin 49 will move the up er end of the link 47 underneath said stopace, so that the latter locks the pawl in position and prevents the same from .jumping up under the jolting ofthe car. When the parts are in the position shown in Figs. 1 and 2, the handle 52 will rest against the brace 23 and the end of the link braced ,against the stop-face 54, In order to unlock the pawl 45 to premit opening or closing the so that the crank-pin 49 will move the end of the link .inwardly--that is, toward the body of the car-and from underneath'the stopf'ace'54. As a consequence the pawl can move up and down in order to-be disengaged from the'ratchet-wheel Aor to permit the latter to be rotated in closing thedoors. In this manner an eileetive lock against the accidental opening of the doors is provided.

What I claim is- 1. In a railway-car, the combination of the tical web, an end sill connected at its ends to the car sides, draft-sills connecting the bodybolster and end sill, and a gusset-plate having a wide end secured to the web of' the bod ybolster and having its outer end secured to the end sill.

2, In a railway-car, thc combination of the i longitudinal sills, a body-bolster having a vertical web projecting above the sills, an end sill connected at its ends to the car sides, draft-beams connecting the end sill and bodybolster, and Aa gusset-plate resting on said draft-beams and secured thereto and being provided at its ends with flanges secured to the web of the body-bolster and to the end sill, said gusset-plate being substantially triangular and having its 4wider end toward the body-bolster.

3. In a railway-car, the combination of a body provided with doors in its bottom, longitudinal sills, 'a horizontal transverse shaft supported bysaid sills, a cone-sheave on said shaft, a chain connected to the doors and passing over said sheave, and chain-winding mechanism at the end of the car. 4. Door-operatlng mechanism for railwaycars,comprising an operating-shaft and winding-shaft, intermeshing gears carried by said shafts, and a winding-chain having its ends secured directly to the gear on the windingshaft.

5. Door-operating mechanism for railwayoars, comprising a winding-shaft, a ratchetwheel thereon, a pivoted pawl engaging said ratchet-wheel, a link having one end hinged to said pawl and having its opposite end provided with a slot, a stationary stop-face, and an actuating-shaft provided with a'crank engaging the slot in the link and. adapted to carry the end of the link into engagement with the stop-face.

6. Door-operating mechanism for railway- -cars comprising a winding-shaft, a ratchetwheel thereon, a pawl engaging said ratchetwheel, a link having one end hinged to said pawl and provided with a slot in its opposite end, a stationary cam-shaped stop-face, and an. actuating-shaft provided with a crank engaging said slot and adapted to carry the end of the link into engagement with said stopface.

In testimony whereof I, the said ANDREW CHmsTiA'NsoN, have hereunto set my hand.

ANDREW (IIRISTIANSON.

Witnesses: L. I. WALKER,

A. J. IiYoNs. 

